Mine car



p 1931- H. w. SANFORD 1,824,841

MINE CAR Filed Sept. 17, 1930 3 Sheets-Sheet 1 ti: Mv

A TTORNEY Sept. 29, 1931. H. w. SANFORD 1,824,841

MINE CAR Filed Sept. 17, 1930 3 Sheets-Sheet 2 IN V EN TOR.

AZA/L 4: Maggi A TTORNEY Sept. 29, 1931 H. w. SANFORD MINE CAR Filed Sept. 17, 1930 3 Sheets-Sheet l5 INVEN TOR.

v 465 Q ATTORNEY al M44,

Patented Sept. 29, 1931 I .UNITED STATES PATENT OFFICE HUGH W. SANFORD, OI ntoxmm, TENNESSEE 1mm OAR Application fled September 17, 1930. Serial No. 482,818.

This invention relates to the manner of supporting the body of a mine car on the wheel axles, the wheels being supported on the track rails and the wheels supporting 5 the axles and the axles supporting the car body, and the wheels being loose or rotatable on the axle.

A maj or object of the invention is to make provision:

(1) for normally holding the axles against endwise movement in their bearings relative to the car body, in order that the inner ends of the wheel hubs may not thereby be given end thrust against the adjacent stationary part of the car, the wheels being thus given freedom forrotation and freedom from wearing contact with the adjacent stationary part of the car; (2) for removal of the axles endwise through their bearings without necessity for detaching and later re-attaching the bearings; (3) for downward movement of one end of an axle in the axle hearing when, during movement of the car, that bearing is at more than normal hei ht above the adjacent track rail; (4) an for partial rotation of each axle when an end thereof is in movement below normal position.

In connect-ion with the foregoin statement of objects, it is to be noted that 1n mine operation, the rail tracks on which the mine cars travel are of such irregular and unsubstantial construction and with such grades as result in severe wear and strains on the cars. And now to attain larger capacity, cars themselves and their loads are heavier. Consequently, practically all strains incident to operation are increased. Hence structural features tending to reduce wear and to prevent breaking or distortion are desirable; and proVision for removal of parts for straightening or replacing is desirable. For example, the provision herein described for removal of the axles without disturbing the axle bearings is important.

In a preliminary way, let it be noted that, in my improvement, adjacent each wheel, each axle is normally engaged in a bearing which holds the axle, when in normal position, against endwise movement and which bearing is larger than the diameter of the part of the axle which rests in the bearing, whereby that part of the axle is free to drop when the adjacent part of the car is high-relative to the'track ra il under said wheel. If in such case, that end of the axle does not drop, that wheel is held out of engagement with the adjacent rail. Provision for downward movement of that end of the axle and that wheel, by gravity, allows the wheel to remain in full engagement with the adjacent rail. Thereby the four wheels constantly remain in working engagement with the track-rails. During such movement, of the axle below normal position, engagement between the axle and the bearing causes partial rotation of the normally non-rotary axle.

In the accompanying drawings,

Fig. 1 is a longitudinal upright section along the axial line of an axle, an axle bearg and a wheel hub, the axle being shown in normal position in the bearing;

Fig. 2 is an u right transverse section on the'line, 2-2,o Fig. 6, looking toward the right;

Fig. 3 is an upright transverse section on {hiet line, 33, of Fig. 1, looking toward the Fig. 4 is an u right transverse section on the line, 4-4, 0 Fig. 1, looking toward the ri ht;

ig. 5 is an upright transverse section on thehhne, 5-5, of Flg. 1, looking toward the rig t;

Fig. 6 is a detail perspective of the bearing casting detached from other parts;

Fig. 7 is a detail sectional view showin a part of the structure of Fig. 1, the axle being in the lower part of the bearing Fig. 8 is a view similar to Fig. 7, the axle being in position for endwise movement through the bearing.

Because in such cars the two axles are alike and the ends of each axle are alike and the four bearings by which the axles sugport the car body are alike, it is deemed su cient to illustrate and describe only one bearing and parts associated therewith.

Referring to the drawings, B is a side member constituting a fixed part of the car body. In the form shown by the drawings, this memof the journal, A1, of

tration of a car body aving such a channel member at each side of the car, reference is here made to Letters Patent of the United States No. 1,607,565, granted to me November 16, 1926. In that patent the channelform side sills are connected to each other by end sills or end structures. It is to be under-. stood that the side members, B, are similarly joined in the present car.-

In the drawings, the upright web of the channel member, B, is apertured to receive the bearing casting, C. -That casting consists of an upright plate placed between the flanges, B1, of the member, B, and against the adjacent face of the web of that member, and the casting consists further of a lateral extension, Cl, reaching through the upper part of the opening, B2, in the member, B. The bearing casting, C, and the channel member, B, are secured to each other by means of rivets, D, extending horizontally through those members. Those rivets are preferably countersunk in the bearing casting, as shownin Fi 2 of the drawings he inner working face of the bearing is curved to conform to aipart of the upper half t e axle, A, so that the hearing will normall rest saddle-fashion on the journal. To m e engagement .etween the journal and the bearing to hold the hearing against relative endwise movement on the journal, the working face of the bearing is provided with a groove or channel, C2, and the journal is provided witha circumferential collar or rib, A2, normally extending into that channel. The side faces of the channel, C2 are made slanting to facilitate seating the collar, A2, in the channel during relative upward movement of the journal in the bearing. Making this engagement between the journal and the bearing avoids pressure of the inner end of the wheel hub, E1 against the adjacent face of the bearing, throu h relative axle end thrust. Thus the wheel 1s left free on the journal.

The opening, C3, in the bearing casting extends downward far enough to allow the axle to move downward automatically as far as is needed to maintain an agement of the wheel with the track rail during ordinary operation of the car. The lower part of the opening, B2, in the member, B, is to conform approximately to the lower part of the opening, C3, in the bearing casting, C. (See Figs. 1, 7 and 8). Furthermore, the lower part of the openin in the bearing casting and the lower part of the opening m the member, B, are

to be large enou h to allow relatively moving the journal inc uding the collar or rib, A2, endwise through the member, B, and the bearing castin after that end of the car has been raised an the axle has been lowered sufii ciently to free the collar, A2, from the /channel, 02. In this manner, after one of the form an abutment for the inner end of the hub.

It being assumed that, during normal operation of the car, the wheels freely rotate on the journals, (and that the axles are at rest in the bearing castings, C, it is desirable to impart to the axles occasional partial r0- tation, in order that the wearing faces of the journals, the parts resting in the lower art of the wheel hubs, may be changed. hat is for the purpose of avoiding excessive wearing of one part of the circumferential faces of the journals.

I have shaped. the interior faces of the bearing casting to automatically effect such partial rotation of the axle during downward or upward movement of one end of the axle. For this reference is made to Figs. 1 and 3.

The part of the bearing which is in contact with or seats on the journal when the journal is in the upper position-the position of rest, may be termed the bearing seat. The interior part of the bearing below the bearing seat 1s larger than the diameter of the 'ournal, preferabl larger than any part of t e entire'axle. W hen the journal is descending from its normal position and the car is in endwise motion, the journal and the adjacent wheel tend to lag back on the railtrack. Thereby the journal is drawn against what is then the rear face of the enlarged part of the bearing. During the downward movement of the journal, this tends to produce a rolling of the journal on that face of the bearing. When the car is still in motion in the same directionand the relative height of the adjacent track rail increases whereby the journal is lifted by the adjacent wheel, that lifting .is in contact with the same interior bearing face and there is tendency to roll the journal in the direction opposite the tendency to roll during downward movement of the journal. It is to be noted that only slight rolling or turning of the axle is sufficient; because repeated short fractional turns will in time cause complete rotation or turning of the axle, whereby all parts of the circumferential face of the journal are made to seat in the lower part of the wheel hub, E1, to take wear from that partof the'hub. I

Even if the side faces of the bearin are regular, there is such tendency for r0 ling the axles; but that tendency is increased if those faces are made irregular so as to make more definite engagement with the journal duringits upward or downward movements, especially during upward movement. Fi s. 3, 4 and 5, show those faces irregular. those figures, at each side of the bearing, faces meet to form a rib, C4, parallel to the bearing axis, and two faces meet to form a rib, C5, parallel to the bearing axis. Below each rib, the face is sufliciently inclined toward the upright axial plane of the bearing to tend to arrest the upward movement of the journal when at that side of the bearing. Each of those inclined faces will tend to cause partial turning or rolling of the journal during upward movement of the journal into its normal position.

It is to be observed that the upper part of the opening, B2, in the web of the channel member B, does not make contact with the journal during the upward or downward movements of the journal; for that web extends over the bearing casting extension, C1. The lower part of the opening in said web may be even with or lowerthan the lower part of the opening, C3, in the bearing box casting.

Let it be remembered that in normal servic only one end of the same axle moves downward in its bearing casting. Hence the collar, A2, on the journal at the other end of the axle will remain in engagement in the adjacent groove, C2. Thereby endwise movement of the axle is prevented, and the low end of the axle is kept in position to rise and bring its annular collar, A2, into the adjacent groove, C2. For removal of an axle, that end of the car is to be raised by jacks so 'as to lift both bearings to leave the axle journals in the lower and larger parts of the bearings and free from both bearing grooves, C2.

Normally, at each of the four bearings, the rib, A2, is in engagement with the adjacent groove or channel, 02. Thus each axle, through that engagement, tends to hold the axle castings and the body side members, B, from moving toward or from each other. Even if one end of one axle is down, the other axle is thus in engagement with both members, B, for preventing movement of the members, B, toward or from each other.

If the construction of the body of a car is such as to render it unnecessary to in this manner hold the side members from moving toward or from each other, the roove-form engagement of the journal may e changed so that in one bearing the journal is engage to prevent axle movement in one direction while engagement in the other journal revents axle movement inthe other direction;

but the engagement in each bearin should prevent movement of the axle in e direction of the other bearin That would prevent movement of the w eel adjacent the engaged hearing from moving away from the ad acent rail. The other end of the axle would be low to allowtheadjaoent wheelto rest on the adjacent rail and kee its flange in engagement with the inner ace of the ad'aoent rail head. g

y way of summary, let it be noted that my improved car contains these important provisions 1) for holding the axles against endwise movement in the 'axle bearings; (2) for leaving the wheel hubs free from axle thrust engagement; (3) for allowing removal of the axles endwise throu h the bearings without cutting rivets or,ot erwise detaching the bearings; (4) for allowing either end of the axle to drop when the adjacent wheel is over a relatively low part of the adjacent track rail, and (5B for impartin partial rotation to the ax e when one en thereof is in movement below normal position.

It is to be remembered that pressure of the inner end of the wheel hub against an adjacent part of the car body may, in the absence of means for preventing, come in either of two ways.

The first of those two ways is axle thrusthorizontal movement of the axle in the axle bearings. The engagement of the axle in the axle hearings to prevent endwise movement of the axle in the bearings has been herein described as one of the features of my present invention.

The second form of hub pressure against the car body is indicated by Fig. 1 of the drawings, wherein the wheel is free to rotate and also free to shift horizontally on the journal toward and against the car body when, during the travel of the car, the car body is moved or thrust sidewise toward the upright plane of the track rail with which that wheel is engaged. My present invention is not concerned with preventing body thrust (pressure of the wheel hub against the car he y. For means for preventing that form of hub pressure, I make reference to my Letters Patent of the United States No. 1,581,476, dated April 20, 1926; and No. 1,606,726, dated November 9, 1926; and Letters Patent of the United States, No. 1,720,- 077, granted to Harry W. Jones, July 9, 1929. In the cars of those patents, a transverse part of the hub extends across and bears against the end of the journal and prevents movement of the hub toward the car body.

I claim as my invention,

1. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearings on each of said side members, axles in said bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearing 0 ening being extended downward below the lbwer part of the axle when the bearing is seated on the axle and said downward-extended part of said 0 ning being wider than the upper part 0 the bearing.

2. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearin s on each of said side members, axles in said arings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearing openin being extended downward and enlarged low the lower part of the axle when the bearing is seated on the ax e.

3. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearings on each of said side members, axles in said bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent part of the adjacent axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the diameter of the axle and wider than the bearing seat and the up er parts of the lateral faces of said opening low the bearing seat being inclined toward each other.

' 4. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearings on each of said side members, axles in said bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent part of the adjacent axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended art of said opening being wider than the iameter of the axle and the lateral faces of the part of said opening below the bearing seat having a plurality of faces the upper part of each of which is inclined toward the other of said faces.

5. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearings on each of said side members, axles in said bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent part of the adjacent axle and the bearing opening being extended downward and enlarged below the lower part of the axle when the bearing is seated on the axle.

6. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearin s on each of said side members, axles in said earass-i341 ings, wheels on said axl the upper part of eachbearing being form jacent part of the adjacent axle and the bearmg opening bein extended downward below the lower part 0 the axle when the bearing is seated on the axle and said downward-extended part of said openin being wider than the diameter of any part 0 the axle, the upper parts of the lateral faces below the bearing seat being inclined toward each other.

7. In a railway car of the kind described, the combination of car body longitudinal side members, two unitary axle bearin s on each of said side members, axles in sai bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearing and the axle being formed for inter-engagement to hold the axle against relative endwise movement when the bearing is seated on the axle, and the bearing opening being extended downward and enlar ed below the lower part of the axle when t e bearing is seated on the axle.

8. In a railway car of the kind described,

each of said side members, axles in said arings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent-axle and the bearing and the axle being formed for inter-engagement to hold the axle against relative endwise movement when the bearing is seated on the axle and the bearing opening being extended downward and enlarged below the lower part of the axle when the hearing is seated on the axle.

9. In a railway car of the kind described, the combination of car body longitudinal side members, two axle hearings on each of said side members, axles in said bearings, wheels on said axles, each axle having within the adjacent bearing a circumferential collar and the upper part of each bearing havin a transverse groove to receive said axle co lar and said bearin being otherwise formed to seat on the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downwardextended part of said opening being wider than the diameter of said collar.

10. In a railway car of the kind described, the combination of car body longitudinal side members, two axle bearings on each of said side members, axles in said bearings, wheels on said axles, each axle havin within the adjacent bearing a circumferential collar and the upper part of each bearing having a transverse groove to receive said axle collar and said bearing being otherwise formed to seat on the adjacent part of the axle and the bearing opening being extended downward beto seat on the ad Ill low the lower part of the axle when the bearing is seated on the axle and said downward extended part of said opening being wider than the diameter of any part of the axle.

11. In a railway car of the kind described, the combination of a longitudinal side member at each side of the car, two horizontal openings through each sidemember, a unitary axle bearing secured to each side member at each of said openings, axlesin said bearings, the inner part of each bearing being formed to seat saddle-fashion on the. upper face of the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the upper part of said opening.

12. In a railway car of the kind described, the combination of a longitudinal side member at each side of the car, two horizontal openings in each side member, a unitary axle bearing secured to each side member at each of said openings and having a lateral extension, axles in said bearings, the inner part of each bearing being formed to seat saddlefashion on the upper face of the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the upper part of said opening.

13. In a railway car of the kind described, the combination of a longitudinal side member at each side of the car, two horizontal openings in each side members, a unitary axle bearing secured to each side member at each of said openings and having an upper lateral extension, axles in said bearings, the inner part of each bearing being formed to seat saddle-fashion on the upper face of the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the upper part of said opening.

14. In a railway car of the kind described, the combination of a longitudinal side member at each side of the car, two horizontal openings through each side member, an axle bearing secured .to each side member at;

each of said openings, and axles in said bearings, the inner part of each bearing and the adjacent part of the axle being formed for inter-engagement to hold the axle against relative endwise movement when the bearing is seated on the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the diameter of the axle and wider than the bearing seat.

f 15. In a railway car of the kind described, the combmatlon of a side member at each side of the car, two horizontal openin through each side member, a unitary ax e bearing secured to each side member at each of said openings, and axlesin said bearings, the inner upper face of each bearing being formed to seat saddle-fashion on the upper part of the axle and'the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle, and said downward-extended part of said opening being wider than the upper partof said opening.

16. In a railway car of the kind described, the combination of structural metal longitudinal side members, two unitary axle bearlngs on each of said side members, axles in said bearings, and wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward-extended part of said opening being wider than the upper part of said opening.

17. In a railway car of the kind described, the combination of channel-form metal longitudinal side members, two transverse openings through the uprightweb of each side member, a unitary axle bearing on each side member at each of said openings, axles in said bearings, and wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper part of the adjacent axle and the bearing opening being extended downward and enlarged below the lower part of the axle when the bearing is seated on the axle.

18. In a railway car of the kind described, the combination of metal channel-form longitudinal side members, two transverse openings through the upright web of each side member, a unitary axle bearing secured to each side member between the flanges of the side member at each of said openings, axles in said bearings. and wheels on said axles, the upper part of each bearing being formed to seat on the upper face of the adjacent axle and the bearing opening being extended downward and enlarged below the lower part oflthe axle when the bearing is seated on the ax e.

19. In a railway car of the kind described, the combination of metal channel-form longitudinal side members, two horizontal open ings through each side member, an axle hearing secured to each side member between the channel-flanges at each of said openings, and

axles in said bearings, the upper part ofeach bearing and the axle being formed for interengagement to hold the axle against relative endwlse movement when the bearing is seated on the axle, and the bearing opening being extended downward below t e lower part of the axle when the bearing is seated on the axle.

20... Ina railwa car of the kind described, the combination 0 metal channel-form longitudinal side members, two horizontal openings throu h each side member, an axle bearing secure to each side member between the channel-flanges at each of said openings, and axles in said bearings, the upper part of each bearing bein formed to seat on the adjacent upper face 0 the. adjacent axle and the bearing and the axle being formed for inter-engagement to hold the axle against relatlve endwise movement when the bearing is seated on the axle, and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle, said lower extension of said opening being wider than the adjacent part of the axle.

21. In a railway car of the kind described, the combination of metal channel-form longitudinal side members, two horizontal openings through each side member, an axle bearing secured to each side member between the channel-flanges at each of said openings, and axles in said bearings, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bear ing and the axle being formed for interengagement to hold the axle against relative endwise movement when the bearin is seated on the axle, and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle, said lower extension of said 0 ening being wider than any part of the ax e.

22. In a railway car of the kind described, the combination of metal channel-form longitudinal side members,twohorizontal openings through each side member, an axle bearing secured to each side member between the channel-flanges at each of said openings, axles in said bearings, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearing and the axle being formed for inter-engagement to hold the axle against relative endwise movement when the bearing is seated on the axle, and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle, and said downward extended part of said opening being wider than the diameter of the axle and wider than the bearing seat and the upper parts of the lateral faces of said open- 1ng below the bearing seat bein inclined toward the upright longitudinal pine oi the bearing axis.

- 23. In a railway car of the kind described,

the combination of a car body, two unitary axle bearings stationary on each side of said body, axles in said bearings, wheels on said axles, the upper part of each bearing being formed to seat on the adjacent upper face of the adjacent axle and the bearin opening being extended downward and en arged below the lower part of the axle when the bearing is seated on the axle.

24. In a railway car of the kind described, the combination of a car body, two axle bearin stationary at each side of said body, ax es in said bearin wheels on said axles, each axle having within the adjacent bearing a circumferential collar and the upper part of each bearing having a transverse groove to receive said axle collar and said bearing being otherwise formed to seat on the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward extended part of said openin being wider than the iameter of said col ar.

25. In a railway car of the kind described, the combination of a car body, two axle bearings stationary on each side of said body, axles in said bearin wheels on said axles, each axle having within the adjacent bearing a circumferential collar and the upper part of each bearing having a transverse groove to receive said axle collar and said bearing being otherwise formed to seat on the adjacent part of the axle and the bearing opening being extended downward below the lower part of the axle when the bearing is seated on the axle and said downward extended part of said opening being wider than the diameter of any part of the axle.

26. In a railway car of the kind described, i

the combination of channel-form side sills, each having two web openin two axle bearings seated in each side sillfetween the side sill flanges and extending through the adj acent web opening, axles extendin through said bearings and having collars a apted to engage said bearings during normal position to prevent endwise movement of the axle, and each bearing extending below the normal position of the axle far enough and being wide enough below said normal position to permit passing the axle endwise through the bearing when the axle is in the enlarged lower part of the bearing.

27. In a railway car of the kind described, the combination of a unitary axle bearing stationary at each side of the car and each having its upper part formed to seat on the upper part of the below-mentioned axle and having its lower part extended downward and enlarged to allow endwise passing of the entire axle, and an axle resting in and extending through each of said bearings and having a part extending radially outward farther than the axle face on which the bearing seats.

28. 'In a railway car of the kind described, the combination of an axle bearing stationary at each side of the car and each having its upper part formed to seat on th upper part of the below-mentioned axle and having its lower part extended downward and enlarged to allow endwise passing of the entire axle, and an axle resting in and extending through said bearings, the axle and the upper part of the bearings being formed for inter-eng ment to prevent endwise movement of t e axle in the bearings when the bearings are seated on the axle.

29. In a railway the combination of an axle bearing stationary at, each side of the car and each having its upper part formed to seat on the upper part of the below-mentioned axle and having its lower part extended downward and enlarged to allow endwise passing of the entire axle, and an axle resting in and extending through said bearings, the axle being collared and the upper part of the bearings being grooved to orm inter-enga ement when the bearings are seated on the ax e, whereby inter-engagement is made to prevent endwise movement of the axle in" the bearings when the bearings are seated on the axle.

In testimony whereof I have signed my name, this 25th day of August, in the year one thousand nine hundred and thirty.

HUGH W. SANFORD.

car of the kind described, 

